201er

How fast?

I'm not trying to fly a dog. I need info about the largest dog crate/carrier that a Mooney could hold!

I just want to point out that LOP isn't a camp. There's no bonfire or singalongs. It's just an understanding of all ways to operate your engine. I could not vote on this poll because I do not belong to a "camp" on the subject as I run my engine LOP, ROP, and at peak depending on the purpose and circumstances. When in a climb, I predominantly fly ROP and lean by target EGT compensated for reducing power (i.e. lean more aggressively as altitude increases and power declines). In cruise, I usually fly LOP but at some altitudes or power settings peak works out better. Sometimes in a rush or high altitude, ROP ends up being the way to go. So I'd rather say that I like to think I understand all 3 modes and use them appropriately given the mission. That said, when in doubt LOP is probably a safer place to be than 50ROP.

Because nobody really knows where the red box really is. It's kind of an arbitrary concept with insufficient long term evidence on a lot of real world engines to prove that. However, it's pretty obvious that you want to avoid the worst parts of it and running your engine cooler is safer. I do see your point though. Would be cool if the EGT graph could change colors to like red, yellow, and green depending on what zone you're operating in (even if you could just set your own numbers).

North east area Mooney pilots, come to our NJMP Fly in at Sky Manor airport N40 on Sunday November 10th at noon! $5.40 Self Serve! Good food! Great fun... bunch of old Mooney fuddy duddies, a parrot kid, and a pretty Mooney lady

Or look at it this way. If you saved 95 gallons, that's 10 more hours of free flying you could do that year. At 75 hours, I'm sure you and your bird could use it Mooney is not about flying fast. There are other planes that can fly fast. Mooney is about flying fast efficiently!

After 8 pages of flaps... let's talk LOP

I know. Using flaps on takeoff makes as much sense as flying LOP, using camguard, and owning a Mooney!

Brett, I know you've never flown into known icing. But if you did... how much ice would you expect would cause a problem? Let's see if this makes it easier for experienced pilots to answer based on encounters that may have happened to a friend: 1) How much ice to make climb impossible? (what model) 2) How much ice requires full power to maintain altitude? 3) How much ice raises stall speed by 10knots? 20? 30? 4) How much ice stalls the tail?

Ok, now try explaining it like you're talking to an idiot. Where is it? What does it look like? How do you test it?

How can you check it?

For those of you with "a friend who's been in icing" in a Mooney, can you share how much ice accumulated in about how much time, the conditions, and how much of an effect it had on performance? As it increases, what do you notice in terms of speed, pitch, handling, etc? What amounts of ice are imperceptible (performance wise) and what amounts are deadly? On the flipside, in below freezing temps but clear of clouds, how long does it take for the ice to break or sublimate off?

Well just flying a Mooney is in itself flying efficiently...

Anyone remember the dimensions of the back seat bench off the top of their head? How wide is it? Or rather what's the widest thing you can fit between them? or What's the biggest size dog crate you've been able to fit in a Moonney? I'm guessing the backseat is the best place to get the biggest size into? What about getting it through the door?

What we need is better members. Not a bunch of old fuddy duddies complaining about how hard it is to get a medical.

No, that's just Marauder. Everyone else shows up just fine.

The gear vs flaps retraction is a very interesting point. Since the drag of the gear is many times more than the drag of the flaps, the few seconds sooner that the flap-takeoff plane gets to a safe gear retraction point may nearly make up for the entire net drag of the time flying with flaps extended. Also less wear on the tires, better visibility, short field takeoff practice (to consistently know how much distance your plane actually needs to takeoff), good SOP that can someday save you, and a slightly slower impact if that flight is terminated prematurely. I really see no good argument not to use flaps on takeoff all the time. Also I suspect (but perhaps someone could confirm) that flaps make a bigger difference when loaded heavy? Oh and PS, to take the guess work of what flap extended Vx or Vy are, just get an angle of attack indicator!

I wonder how the pilots made it? I doubt they fly wearing chutes. Was there a spare on board or did they hang onto someone?

Well duh! On the LOP side, throttle controls cooling (air), prop controls power (rpm), and mixture controls degrees LOP (cooling and power). Flying full throttle LOP at 10GPH below about 3,000ft is going to put you excessively far LOP and thus losing speed and running unnecessarily cool. The optimal solution is to go higher and stay WOT to improve TAS. Another option is to increase FF above 10GPH and take the extra power. This is why Mike Busch is wrong with his FF/CHT only based approach without EGT. There come a million caveats and exceptions with his method which make it go from simple to needlessly complex. His method is good for when ATC briefly levels you at an altitude but with a further expected climb soon. Sure, pull back by FF and get it close enough for now. But when you level off for prolonged cruise, leaning LOP by CHT ensures you're in a safe place and optimizes the power you are going to get relative to that altitude, temperature combination using EGTs.

Yeah, that and the winds grid are the last things keeping me on fltplan.com. I hope wingx rolls out the same stuff! Looks like a great feature.

What's he too poor to get a Cirrus?

Strange indeed. But considering this happened at night and that he did not talk to anyone, I contemplate a scenario in which the pilot had an electrical failure... therefore no radio to communicate with or navigation and desperately tried to plop it into a major airport using VFR handheld GPS/Ipad.

Brett, can you email me details about this, prices, results? Appreciate it.

Haha, you got me. I spilled red powerade on my NJMooney shirt just shortly after departing San Marcos. The mic gets in the way so you have to play around it to drink and with an overfilled bottle it ended up going kinda bad. Hey mcpilot, I like the view. Where did you mount the camera to? And is it just how the camera's mounted or were you aiming to land between the centerline and runway edge? Practicing narrow field landing precision?

Jeff, "pick the answer that most closely applies" And you're completely right about the roll the electric trim simultaneously with flaps changes. That's exactly what I do and they cancel each other out. When my electric trim was inop and I had to do it manually, it was annoying cause first I'd add the flaps but then need to hang on tight till I could roll the manual trim.